Fender for street-cars.



FENDER Fon sTm-:ET CARS.

(Application tiled Feb. 26, 1900.) 2 'Sheets-Sheet I.

("0 Model.)

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\\Q\\\ wb 0 Il Il In N it a Q n ez N S N Z'Wlnw 107W am l (E a I u] M "n wm r No. 666,736. h l Patented Jan. 29, Ism. L. cAsE 6 H. l.L scHuLnT.

FENDER FR STREET CARS.

(Application med Peb. 2e, 1900.)

xl L? 2 sheets-sheet A2'.

(No Modal.)

NITED STATES- ATENT Fries.

LUTHER CASE AND HENRY J. SOHULDT, OF ST. PAUL, MINNESOTA,

ASSIGNORS TO PHILLIP W. HERZOG, OF SAME PLACE.

FENDER FOR STREET-CARS.

SPECIFICATION forming part of Letters Patent No. 666,736, dated January 29, 1901.

Application filed February 26, 1906. Serial No. 6,477I (No model.)

T0 a/ZZ whom it nea/y concern:

Be it known that we, LUTHER OASE and HENRY J. SCHULDT, citizens of the United States, residing at St. Paul, in the county of Ramsey and State of Minnesota, have invented certain new and useful Improvements in Fenders for Street-Cars; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

Our invention has for its object to provide an improved fender for street-cars; and to this end it consists of novel devices and combinations of devices hereinafter described, and defined in the claims.

The invention is illustrated in the accompanyi ng drawings,wherein like characters indicate like parts throughout the several views.

Figure 1 is a view in side elevation, showing the front portion of a street-car of ordinary construction, the same having applied thereto one of our improved fenders, includ-A ing the actuating device therefor, portions of the car being broken away. Fig. 2 is a plan View of the fender and its immediately-connected supports and actuating device removed from the car. Fig. 3 is a transverse vertical section on the line $3133 of Fig. 2 looking from the front of the fender. Fig. 4 is a detail in vertical section on the line c4 :t4 of Fig. 3. Fig. 5 is a detail in vertical section on the line :1;5 005 of Fig. 2; and Figs. 6 and 7 are views, respectively, in side elevation and plan, some parts broken away, showing one of the toggle-joints of one of the supporting toggle-levers.

The body of the car is indicated by the numeral l, and the vestibuled platform at the front end of the car is indicated by the numeral 2.

The body of the fender is made up of a marginal main frame 3 and an apron 4, which is directly secured to a marginal supplemental frame 5. In the best construction of the device the main frame 3 is formed by an endless bar of T-iron, which is bent, as shown in Figs. l, 2, and 3, being formed near thesides of its upturned rear portion with hanger or hinge-forming sections 6. (Best shown in Fig. 3.) The supplemental frame 5 is formed by a rod which is bent to follow the lines of l the main frame' and fits within the upper flange thereof, but preferably takes the short cut across the so-called hanger-section 6, as shown in Fig. 3. Said supplemental frame is adapted to be detachably 'secured to the main frame, as shown by hooked rivets 7, the upper ends of which are bent over said rod or frame 5 and the' lower ends of which are riveted at the under side of the horizontal or central iiange of the said main frame. The apron portion 4 is also in the best form of the device in the nature of a coarsely-woven wirework, the ends of which wires are bent around the rod or supplemental frame 5. At its central portion this reticulate apron 4 is preferably formed with several closely-positioned parallel Wires 7, which give the said apron greatly-increased strength at its central portion. A

With the above construction if the main frame 3 be broken the supplemental frame 5, with the reticulate apron 4, may be readily removed and applied to a new main frame, and, on the other hand, if the so-called sup plemental' frame or the reticulate apron be broken it may be readily removed, repaired, and replaced, or a new supplemental frame and apron may be replaced within the unbroken main frame. These features have an obvious importance.

The fender is hinged to the front platform iof the car with freedom for movement at its forward edge by means of a pair of hingebrackets 8, which are bolted or otherwise secured to the said platform, as shown in Fig. l. These brackets engage one with each of the socalled hanger-sections 6 of the main frame 3, and at their outer upper portions they are provided with entrance-passages 6a and retaining-lugs 8b, as best shown in Fig. 4. The entrance-passages 8a arel of such width that when the main portion of the fender is turned approximately vertical the hanger-sections 6 may be readily passed therethrough, as indicated by dotted lines in Fig. 4. However, the outside flange of the so-called` hanger-sections is of such width that when the fender is mounted, in which case it will stand approximately as indicated by full lines in Fig. 4, the retaining-lugs 8b will overlie and inter- -cept the upward-jumping movements of the same, and thus prevent the fender from being IOO accidentally jolted or thrown out of its mountings. This construction, as is evident, while it insures safety,permits the fender to be very quickly detached and attached. This is always of importance, and in cases where it is necessary to transfer the fender from one end to the other of the car at the ends of the route it is of the greatest importance.

To control the raising and lowering movements of the fender, we provide an actuating device of improved and novel construction. S pecically described, it comprises as follows:

The numeral 9 indicates two pairs of togglelevers which are applied one to each side of the car and to each side of the fender. The members of the toggle-levers are pivotally connected at 10,0ne of the said members being pronged and the other tting between said prongs, the end'of a rod to be presently noted passing through the said parts and serving as a pivot therefor. One of' the members is provided with a stop-lug 11, which engages the other member, as best shown in Fig. 6, in a manner and for a purpose to be presently described. The inner ends of the toggle-levers are pivotally connected to hinge-irons 12, which in turn are bolted or otherwise secured to the bottom of the platform 2, as best shown in Fig. 1. The outer ends of said toggle-levers are in a similar manner pivotally connected to hinge-irons 13, which in turn are riveted or otherwise secured to the inturned :liange of the fender frame 3, as also best shown in Fig. 1.

The numeral 14 indicates a vertical operating-rod, which is mounted in suitable bearings in and extends through the platform 2, being preferably provided at its upper end with a hand piece or crank 15, by means of which it may be turned. At its lower end the rod 14 is rigidly secured to a diametrically-projected lever 16. Transversely-extended rods 17 are pivoted at their inner ends to the outer ends of said lever 16. At their outer ends the said rods 17 are formed with downturned ends 18, which are preferably pointed. These downturned ends 18 of the rods 17 are passed through the interlapped and pivotally-connected ends 10 of the toggle-levers, as already premised, and hence serve as pivots therefor. The upper prongs of the bifurcated members of the toggle-levers are preferably formed with daring or funnel-shaped entrance-passages 19 for the said ends 18 of the rods 17 to make the insertion of the latter easy, and this is important in cases where the fender is to be transferred from one end to the other of the car.

It is desirable not only to be able to raise and lower the fender, but it is also desirable that the fender may be normally set at various heights from the ground,or that the fender may be raised above its normal position in order t-o pass over snow-drifts or other obstacles on the track. Hence we provide the rod 14 with a ratchet-wheel 20 just above the platform 2 and for cooperation therewith pivot a pawl 2l to said platform. This pawl 21 is formed at its free end with a vertically-fiattened end 22, which adapts the same to be released by kicking or pressing the said part 22 with the foot.

By reference to Fig. 5 it will be seen that at the forward edge of the fender the outside flange of the T-iron, of which the main frame 3 is constructed, is curved or of segmental form in cross-section. This is done so that an obstacle struck whenthe fender is lowered will more easily slide onto the apron of the fender.

We will assume that Fig. 1 and also Fig. 2

indicate the proper normal or raised position of the fender. In this position the togglelevers 9 are bent considerably outward from dead-centers, and hence when they are released they will readily buckle still farther and permit the fender to fall to the ground at its forward edge under the gravity of its own weight. Hence all that is necessary to drop the fender is to kick or force the pawl 21 out of engagement with the ratchet-Wheel 2O on the operating-rod 14, and this of course may be very quickly done with the foot, thus leaving the operators hands free to apply the brake to the car or to reverse the motor in case an accident is imminent. By means of the said pawl and the ratchet-wheel 2O the fender may of course be set in various other positions, either a little higher or a little lower than shownin Fig. 1. However, the lugs 11 at the toggle-joints 10 positivelyprevent the toggle-levers from being thrown into such approximation to their dead centers that the said toggle-levers would not readily buckle under the weight of the fender.

Another advantage found in the above construction is this, that the fender may be again raised or reset in its normal position by the operator or `motorman by means of the rod and handpiece 15 or a similar device from his ordinary position on the platform.

What we claim, and desire to secure by Letters Patent of the United States, is as follows :V

1. A carfender comprising a marginal main frame constructed of a flanged bar, a supplemental frame following approximately the lines of said main frame, and detachably secured in the angular channel thereof, and a reticulate apron secured to said supplemental frame and removable therewith, substantially as described.

2. In a fender the combination with the main frame 3, constructed of angle-iron, of

the marginal rod 5 and the woven-Wire apron 4 secured to said rod 5, which rod 5 serves as a supplemental frame and is detachably secured to said mainframe within the angular channel thereof, substantially as described.

3. The combination with a car and a fender hinged thereto, of a pair of toggle-levers provided with stops for holding said togglelevers from their dead-centers, and atrip device for setting and releasing said toggle-levers, involving a pair of rods connecting the IOO IIO

intermediate portions of said toggle-levers, toggle-joints of said levers, the said parts opsubstantially as described. erating substantially as described.

4. The combination with a car of a fender In testimony whereof we aflX our signahinged thereto and an actuating device for tures in presence of two witnesses. 5 said fender comprising the toggle-levers 9, r

the rod 14, the pztwl-and-ratohet device 20 21 CCSLDT for setting and releasing said rod, the lever 16 on the lower end of said rod, and the rod Witnesses: 17 pivoted to said lever 16 and provided with F. D. MERCHANT, 1o the downturned ends 1S passed through the M. M. MCGRORY. 

